Liquid fuel atomizing carburetor



LIQUID FUEL ATOMIZING CRBURETOR Filed July 13, 1939 /77- raf/V5 y Patented Jan. 20, 1942 UNITED STATES PATENT OFFICE 2,270,369 LIQUID FUEL ATOMIZING CARBURETOR Einar Danielsen, Copenhagen-Hellerup, Denmark Appueation July 1s, 1939,se14ia1 No. 285,149 In Great Britain Ju1y`26, 1938 s claims. (c1. aci-41) This invention relates `to carburetors for internal combustion engines of the kind in which a combustible mixture is formed -by atomizing liquid fuel in the intake air.

Another object of the invention is to providey for an automatic regulation of the fuel jet orices in proportion to the amount of intake air so as to secure the most efficient atomization conditions.

.Another object of the invention is to provide for a temporary automatic increase of suction on accelerating the engine so as to temporarily enrich the mixture during the acceleration period.

With these and other objects in view the invention consists in the special arrangements and combinations of parts described in the following description and specified in the appended claims.

The .invention and certain secondary features thereof are illustrated on the accompanying drawing where Fig. 1 shows in a purely schematic way a constructional form for a carburetor aggregate according to the invention, side view,

Fig. 2 a section after the line II-II in- Fig. 1 through a branch of the exhaust pipe, containing Vthe fuel 4preheating chamber,

Fig. 3 a longitudinal section through the said chamber,

Fig. 4 on a larger scale a longitudinal section through the-carburetor proper,

Fig. 5 on .a still larger scale part of what is shown in Fig. 4, and the fuel oil regulating tank beingpart of the carburetor and the connection of which to the carburetor is illustrated in a purely schematic way, and

Fig. 6 a section after the line VI--VI in Fig. 5.

In Fig. 1 the carburetor proper is marked K and Aits float chamber B. Between these two parts is inserted a chamber 3|, see Figs. 2 and 3, which is 4placed inside a branch U1 of the main exhaust pipe U. As shown in Fig. 2 the chamber 31 is limited at the sides by walls 32 and 33, while at its ends it is limited by walls 34 and 35, which are shown by dotted lines in Fig. 1 and Vfurthermore seen in Fig. 3. The fuel oil regulating tank B is connected to the chamber at the upper right part of the -latter in Figs. 1 and 3,

while the carburetor K is connected to the chamber 3l at the upper left side of the latter. Downwards the chamber 3l is limited by the Wall proper of the branch U1, while upwards it is limited by a wall which declines from the right side to the left in Fig. 3, i. e. from the place of supply from the fuel oil regulating tank B to the placeof discharge for the carburetor, whereby the above special effect is obtained.

The exhaust gases may, as can be seen from Fig. 2, pass the chamber 3l on both sides of the latter, as they are flowing through the pipe U1 in the direction marked by the arrow P in Fig. 1. The pipe U1 branches off from the main exhaust pipe U by a flange connection F, outside ywhich -is placed a turning valve actuated by a handle` V, and by means of which the eX- haust gases may be led either to the pipe U1 or to a socket U2 leading direct out into the open air, or both to the pipe U1 and to the socket U2 in the proportion desired, determined by the regulating of the valve, by means of which it is thus made possible to regulate the preheating'of the fuel oil in the chamber 3| according to the kind of fuel oil.

The construction of the jet pipe etc. of the aggregate is illustrated by the Figs. 4 and 5. In Fig. 5the preheating chamber is shown in a purely schematic way between the fuel regulating` tank B and the carburetor K. The jet pipe which is marked 9 is enclosed in an air chamber 1, to which the outer air has access through openings 8 either direct or indirect, preferably after having rst passed an air filter. Into the upper part 1a of the air chamber a number of holes 31 in the jet pipe are opening, and under these holes there is, in the air chamber, inserted a collar orring 38 with holes 39, of which there is one for each hole 31 and placed outside the corresponding hole 31, such as can be seen from Fig. 6. In the constructional form shown the number of jet pipe holes are four, but any other number of holes may be used. The jet pipe 9 is closed at the upper end by means of a valve spindle or a cylindrical valve I4, which projects into the jet pipe nearly to the top of the holes 31. As shown in Fig. 4 the valve spindle I4 is through a lever mechanism 40, 4I connected with the gas throttle I6, so that turning of `the latter will cause turning of the spindle I4 'and thereby an axial displacement of the latter, the spindle being, with a part having a screw thread, carried through a fixed nut member. The 'lever mechanism 4.1 may expediently be made with a longitudinal slit Ma, yso that .the lever mechanism can have a 'non-effective or lost motion, whereby is obtained that the opening and closing respectively of the valve I4 does not begin, as long as the gas throttle is only regulated within e. g. the central third of the scope of operation of the latter, but will only start to close gradually when the gas throttle begins to open its last third, and correspondingly begin to open when the gas throttle begins to close its last third.

At less-load or no-load running the motor is fed through less-load and no-load channels 23, 24 respectively, opening into the upper part 'Ia of the air chamber, i. e. above the collar 38 and either direct outside, or a little under, or, as shown, a little over the side holes 31 of the jet pipe. At the other end the no-load channel 24 opens out, at fully closed throttle I6, between the latter and the flange 30, by which the suction pipe I is connected with the motor, while the less-load channel 23 opens out immediately at the other side of the throttle I6, when the latter is wholly closed, so that the motor, when the -throttle is opened only very slightly, also begins to suck from the less-load channel.

As it will be seen from Fig. 4 the supply from the-jet pipe is carried up into the air suction pipe l of the carburetor after the narrowest place, marked C, of the latter, as reckoned in the direction of the air current.

As shown the leading face of the projection forming the contraction is made steeper than the trailing face thereof, and it can for instance consist of a replaceable liner so as to vary the atomizing qualities of the carburetor. In one type the projection may as shown be cast integrally. The significance of the deflection which the projection and the illustrated depression in the opposite wall create is explained above.

Before the contraction in which the air chamber with the fuel jet opens another contraction 5 is arranged having preferably a smaller section area than the previously mentioned contraction and being separated therefrom by an extension 6. The contraction 5 terminates in a surface Il] transversely of the intake pipe and serving to arrest fuel particles being possibly expelled from the eddies in the intake pipe. Such fuel particles are thus rotated in the extension 6 and sucked in again. Before the contraction 5 the ordinary choke valve I5 is disposed.

The above mentioned construction together of the exhaustand suction channels is only shown in a schematic way in Fig. l, u denoting the exhaust channels leading from the various cylinders, while i denotes suction channels. These various channels are led together in a common casing H, the outer Wall of which over a hollow space encloses the suction channels, so that the fuel mixture flowing to these from the carburetor are heated by the heat from the exhaust gases in the exhaust channels u. In Fig. 1 s denotes an exhaust opening or socket on the casing H, which may be regulated e. g. by means of a throttle, through which opening or socket a larger or smaller part of the exhaust gases may be carried away, so that the heating of the fuel oil mixture may be regulated directly thereby.

In the inlet end of the intake pipe in which the diameter is somewhat greater than in the remaining part of the pipe, into which it merges through a tapered portion I'I, a self-controlling supplementary valve I8 is arranged the controlling lever of which is slidable on the control rod I 9 of the governing throttle I6 between two springs 20 and 2| thereon. The outer ends of the springs are secured axially by means of stop rings.

The operation of this throttle is as follows: On increasing the degree of opening of the governing throttle I6 the throttle valve I8 is closed wholly or partly by the yielding pressure of the spring 2l. As a result of this more or less complete closing of the supplementary valve I8 a higher vacuum is created in the intake pipe so that the supply of fuel becomes greater, and the mixture richer on fuel than corresponding to the normal adjustment of the carburetor. Hereby a quicker acceleration is obtained. Due to the increased speed of the engine the vacuum in the intake pipe increases so that the valve I8 is anew opened wholly or partly against the resistance of the spring 2 I.

I claim:

1. An atomizing carburetor for internal combustion engines having in combination a main intake pipe with a throttle valve and a choke valve for starting purposes, an air chamber arranged transversely of the main intake pipe and containing a fuel jet pipe, means for passing a stream of auxiliary air into the said air chamber and along the fuel jet pipe lengthwise thereof, the said air chamber communicating directly with the main intake pipe through a channel and an idle passage leading from the channel to the intake pipe adjacent the throttle valve, a supplementary valve arranged in the main intake pipe anterior to the choke valve, said supplementary valve consisting of a flap valve pivoted on one side of said intake pipe and linkage connecting said supplementary valve and said throttle Valve in such a manner as to move the supplementary valve towards closed position on increasing the degree of opening of the throttle valve, said linkage including a spring to allow the supplementary valve to be thereafter automatically re-opened by the increasing suction in the main intake pipe.

2. An atomizing carburetor for internal combustion engines having in combination a main intake pipe With a throttle valve and a choke valve for starting purposes, an air chamber arranged transversely of the main intake pipe and containing a fuel jet pipe, means for passing a stream of auxiliary air into the said air chamber and along the fuel jet pipe lengthwise thereof, the said air chamber communicating directly with the main intake pipe through a channel and an idle passage leading from the channel to the intake pipe adjacent the throttle valve, a supplementary valve arranged in the main intake pipe anterior to the choke valve, said supplementary valve consisting of a flap valve pivoted on one side of said intake pipe and linkage connecting said supplementary valve and said throttle valve in such a manner as to move the supplementary valve towards closed position on increasing the degree of opening of the throttle valve, said linkage including a spring to allow the supplementary valve to be thereafter automatically re-opened by the increasing suction in the main intake pipe, a contraction located in said main intake pipe adjacent said fuel jet pipe, and a second contraction anterior to said first contraction terminating with a steep end face substantially perpendicular to the axis of the main intake pipe so as to constitute a bafle for fuel particles otherwise expelled.

3. An atomizing carburetor for internal combustion engines having in combination a main intake pipe with a throttle valve and a choke valve for starting purposes, an air chamber arranged transversely of the main intake pipe and containing a fuel jet pipe having side apertures, means for passing a stream of auxiliary air into the said air chamber and along the fuel jet pipe lengthwise thereof, the said air chamber cornmunicating directly with the main intake pipe through a channel and an idle passage leading from the channel to the intake pipe adjacent the throttle valve, a supplementary Valve arranged in the main intake pipe anterior to the choke valve, said supplementary valve consisting o-f a flap valve pivoted on one side of said intake 15 pipe and linkage connecting said supplementary valve and said throttle valve in such a manner as to move the supplementary valve towards closed position on increasing the degree of opening of the throttle valve, said linkage including a spring to allow the supplementary Valve to be thereafter automatically re-opened by the increasing suction n the main intake pipe, said fuel jet pipe having an adjustable plunger valve 10 for controlling the side apertures and linkage connecting said plunger valve with the throttle valve in such manner as to increase the uncovered area of side apertures on closing the throttle valve.

EJNAR DANIELSEN. 

